Railway traffic controlling apparatus



March 12, 1957 M. R. WILLIAMS RAILWAY TRAFFIC CONTROLLING APPARA TUSFiled June 22, 1953 3 Sheets-Sheet 1 Y T N 0 L r n w ZN SQL. m s S a $1W 1.1 SM \QJ MEEN MN mm m m 3% -J March 12, 1957 M. R. WILLIAMS RAILWAYTRAFFIC CONTROLLING APPARATUS s Shets-Sheet 2 INVENTOR.

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Filed June 22, 1955 Ev MWTNIJ J QQ: W W U M H M Him m MEG w w M h 2M-fiir m 5% m w M mmfi n 5 Q m i T m Q r l I l l I l I l I b I I I I I I II i I X l I I l l I l I ll mm W 5 i March 12, 1957 M. R. WILLIAMSRAILWAY TRAFFIC CONTROLLING APPARATUS 3 Sheets-Sheet 5 Filed June 22',1953 BQQAWN SQQN ' INVENTOR. Maa c'ce H Williams? United States Patent ORAILWAY TRAFFIC coN'rnoLmNo APPARATUS Maurice R. Williams, Richmond,Va., assignor to Westinghouse Air Brake Company, Wilmer-ding, Pa., acorporation of Pennsylvania Application June 22, 1953, Serial No.363,163

9 Ciaims. (Cl. 246-22) My invention relates to railway trafficcontrolling apparatus. More particularly, my invention relates toapparatus of the type which is known as traffic locking apparatus, bymeans of which, trafiic governing devices, such for example as signalsfor any given stretch of railway track, are in part manuallycontrollable for governing traflic movements in both directions, and bymeans of which, trafiic governing devices, after being controlled forgoverning trafiic movements in one direction or the other over a stretchof railway track, cannot be controlled for governing traflic movementsin the opposite direction While the stretch of track is occupied by atrain, or while a trafiic governing device, such for example as asignal, is controlled for authorizing a train to proceed in the formerdirection onto the stretch of track.

One form of trafiic locking appartus which has been used requires jointaction by persons at two diiferent control stations for manuallycontrolling traffic movements in both directions over a stretch ofrailway track. Each of the two control stations may be provided with aninterlocking machine, and each of the interlocking machines may beequipped with a traffic lever which is mechanically interlocked with asignal lever which controls a signal for governing traffic movementsonto the corresponding end of the stretch of railway track.

In the particular form of apparatus shown embodying my invention,however, a traffic control circuit manually controllable from only onecontrol station is employed, in which polar control relays are energizedin series by current of one polarity or the other. The circuit alsoincludes a contact of each or" a plurality of track relays and othertrafiic controlled relays for a corresponding stretch of railway trackand contacts of two time locking stick relays, one for each end of thestretch of track, controlled in conjunction with a signal for governingtrafiic movements entering the stretch of track at the correspondingend. Each of the polar control relays is of the magnetic stick typehaving polar contacts which, when the corresponding relay becomesdeenergized, remain closed in the normal or the reverse position towhich they were last operated in response to current of normal orreverse polarity, respectively.

Two track circuits, of the coded type, one for each direction of trafiicmovements, are provided for each track section between signals adjacentopposite ends of the stretch of track, which govern trafiic movementsoff of the stretch of track. The track circuits for a given direction oftraffic movements are set up by contacts of the polar control relayswhen closed in a given or normal position in response to energization ofthe polar control relays by current of a given normal polarity, and thetrack circuits for the opposite direction of traific movement are set upby contacts of the polar control relays when closed in the opposite orreverse position in response to energization of the polar control relaysby current of the opposite or reverse polarity.

In some forms of railway trafiic controlling apparatus it is desirable,in order to save electric energy, that the track circuits shall benormally deenergized. In some forms of railway trafiic controllingapparatus embodying coded track circuits it is further desirable, inorder to reduce wear on the coding and decoding contacts, that the trackcircuits shall be normally deenergized.

An object of my invention, therefore, is the provision of means forkeeping the coded or noncoded track circuits normally deenergized insome forms of railway trafi'ic controlling apparatus such, for example,as that which is shown in the accompanying drawings.

A further object of my invention is the provision of means for eifectingenergization of coded or noncoded track circuits in response tooperation of means for initiating the control of traffic governingdevices such, for example, as signals for governing traflic movements inone direction or the other over the given stretch of railway track.

A feature of my invention for accomplishing these objects is theprovision of means for efiecting energization of the track circuits inresponse to deenergization of a corresponding tralfic control circuit.

Another feature of my invention is the provision of means fordeenergizing the trafiic control circuit in response to operation ofmanually controllable means for initiating the control of trafiicgoverning devices for governing traflic movements in one direction orthe other over the given stretch of railway track.

Another feature of my invention is the provision of means for keepingthe trafiic control circuit deenergized while a train moves over thestretch of track.

Still another feature of my invention is the provision of means foragain energizing the traflic control circuit when the given stretch oftrack becomes vacated.

I shall describe one form of apparatus embodying my invention, and shallthen point out the novel features thereof in claims.

The accompanying drawings, Figs. la, 1b and 10, when placed end to endin the order named, with Fig.1a on the left, constitute a diagrammaticview showing one form of apparatus embodying my invention for a stretchof railway track which is provided with a plurality of signals spacedconsecutively along the stretch of track for governing traflic movementsover the stretch of railway track. The apparatus embodies a plurality ofpolar control relays, one for each of given signal locations, connectedin series in a tralfic control circuit. Each of the polar control relayshas one or more contacts which, when the corresponding relay becomesdeenergized, remain closed in the normal or the reverse position towhich they were last previously operated in response to current ofnormal or of reverse polarity, respectively. The control circuit alsoincludes a plurality of neutral line relays, one for each polar controlrelay, connected in series with the polar control relays. The apparatusfurther embodies a plurality of line relay repeater relays, one for eachof said neutral line relays and controlled by a front contact of thecorresponding neutral line relay. A front contact of each of the linerelay repeater relays is included in multiple with other relay contactsin the tratlic control circuit and a back contact of each of the linerelay repeater relays is included in a path connected in shuntingrelation around the control winding of the corresponding polar controlrelay. Energization of the trafiic control circuit, including the polarcontrol relays and the neutral line relays connected in series, bycurrent of normal or reverse polarity, is manually controllable fromonly one control station, and contacts of tratlic controlled relays areincluded in series with the control windings of the polar control relaysand the neutral line relays. Two normally deenergized track circuits ofthe coded type are provided for each of a plurality of track sections,one for each direction of traffic a and the track circuits forthelopposite direction of traffic movements are set up by contacts ofthe polar control relays when closed in the opposite or reverseposition, and by back contacts of the neutral line relays.

Similar reference characters refer to similar parts in each of thedrawings.

A strctch' of railway track is illustrated, over which tralTc movementsare normally made from left' to right, as shown in the drawings, which Ishall assume is the east bound direction, but over which trafficmovements may also at times be made in" the opposite or westbounddirection. In order to simplify the drawings, the track, comprising twoparallel series of track rails, is represented by a single line.

The stretch of track is divided by insulated joints 6 'into sections,designated by the reference characters 1T,

AT, BT and ST. Each of the track sections 11 and ST is provided with atrack circuit including a suitable source of current such as a battery7, connected across the rails adjacent one end of the section, and atrack relay, designated by the reference character lTR or STR, respec-;tively, connected across the rails adjacent the opposite end of thesection. 7

A suitable source of alternating current is provided such, for example,as an alternator, designated by the reference character L, shown in Fig.lb, having terminals BX and NX.

Each of the track sections AT and ET is provided with. a first trackcircuit which is at times supplied with coded alternating currentadjacent the east end of the corresponding section for controllingeastbound traflic govern ing means, and with a second track circuitwhich is at times supplied with coded alternating current adjacent thewest end of the corresponding section for controlling westbound traificgoverning means. Each of the track circuits for section AT includes thewinding d of a track transformer, designated by the reference character3LT, connected across the rails adjacent the east end of the section,and the winding d of a track transformer, designated by the referencecharacter ZRT, connected across the rails adjacent the west end of thesection.

For controlling eastbound traffic governing means, the

, eastbound track circuit for section AT becomes energized by codedalternating current supplied to winding m of transformer 3LT fromterminals BX and NX over front contacts of an eastbound traffic controlrelay, designated by the reference character 3EFP. A code follow ingdirect current. track relay, which may be of the biased type operable byonly current of the polarity indicated by the arrow in the symbol forthe relay, for the eastbound track circuit for section AT, designated bythe reference character ZRTR, becomes energized by current received fromwinding m of transformer ZRT over back contacts of a westbound trafficcontrol relay, designated by the reference character 2WFP, through arectifier, designated by the reference character 2R1.

For controlling westbound trafiic governing means, the westbound trackcircuit for section AT becomes energized by alternating current suppliedto winding m of transformer ZRT from terminals BX and NX over' frontcontacts of the westbound traffic control relay ZWFP.

'Another code following track relay, designated 3LTR and similar inevery respect to relay ZRTR, is provided for this westbound. trackcircuit. This relay becomes energized by current received from winding mof transformer 3LT over back contacts of eastbound .trafiic controlrelay 3E'FP through a rectifier 3L1. i

- Each of the track circuits for section BT includes the winding d of atrack transformer, designated by the ref erence character 4LT, connectedacross the rails adja-- cent the east end of the section, and thewinding d of a track transformer, designated by the reference charactcr3RT, connected across the rails adjacent the west end of the section.The track circuits for section ET become energized in a manner similarto the track circuits for section AT, as already described, forcontrolling track relays, designated by the reference characters 3RTR.and 4LTR, for controlling eastbound and westboun traflic governingmeans, respectively. a

The rectifiers 2R1, 3R1, 3L1 and 4L1 may be of any suitable design such,for example, as the well-l nown bridge ty e comprising four asymmetricunits, designated by the reference characters ii, 1'2, 1'3 and 2'4,which may be of the well-known copper oxide halfwave rectifier type.

Signals designated by the reference characters RA2 and L2 are locatedadjacent the opposite ends of track section 1T, and signals designatedby the reference characters R4 and LA4 are located adjacent the oppositeends of track section ST. A signal designated by the reference characterR3 is located adjacent the adjoining ends of sections AT 81".. SignalsRAZ, R3 and R4 govern eastbound tr'aflic movements, and signals L2 andLA% govern westbound trafnc movements. The signals may be or" anysuitable design such, for example, as the well-known color light type,each of which has green, yellow and red light units, designated by thereference characters G, Y and R, respectively, as shown in the drawings.

Track switches such as those designated by the reference characters 3and 5 may be located in track sec tions IT and ST, respectively.

Operation of signals RAZ, L2, R4 and LAd and switches 1 and 5 may becontrolled manually, atleast in part, by manually operable devices such,for example, as interlocking machine levers, designated by the referencechar" acters 2V and 4V. Each of the levers 2V and 4V has a normalposition designated by the'reference character it,

' in which it is shown in the drawings, and also a reverse 7 shown inthe drawings.

position designated by the reference character r to the rig t, as shownin the drawings, and a reverse position designated by' the referencecharacter to the left, as

A traffic lever, designated by the reference character FV, is alsoprovided adjacent lever 2V, as shown in Fig. 1a. Lever FVhas a normalposition 1, in which it is shown, and a reverse position r to the right,as shown in the drawing.

' Contacts operated by levers 2V, 4V and FV are represented by circles,in each of which is placed a reference character to show the position ofthe corresponding lever in which the contact is closed. Contact 77 oflever 2V, for example, shown in the upper lefthand corner of Fig. la, isrepresented by a circle in which the reference character r is enclosedto show that contact 77 is closed While lever 2V is in its 1' positiononly. As another example,

' contact 16 of lever 2V, shown just below contact 77, is

represented by a circle in which the reference character 11] is enclosedto show that contact 16 is closed while lever 2V is in either its 72 orits 1 position or at any point between those two positions. 7 l V Timelocking stick relays, designated by the reference characters 2A5 and4A8, are controlled in part by levers 2V and 4V, respectively, inconjunction with the control of signals by these levers.

Time element devices, shown astime element relays designated by thereference characters 2TB and 4 are associated with the control of relays2A3 and 4A8, re-

spectively, by levers 2V and 4V, respectively. Each of the time elementrelays ZTE and 4TB is of a type having contacts which become closed onlyupon the lapse of a measured period of time after the corresponding"relay' becomes energized.

A signal lighting relay, designated by the reference character RAZER, iscontrolled in part by lever 2V for controlling signal RAZ. Signallighting relays, designated by the reference characters LA4ER and 4RER,are controlled in part by lever 4V for controlling signals LA4 and R4,respectively.

Polar control relays are provided, one for each of the given signallocations. Each of the polar control relays is designated by thereference character FR preceded by a numeral which is the same as thatin the reference character for the corresponding signal.

Neutral line relays are also provided, one for each polar control relay.Each of the neutral line relays is designated by the reference characterBPR preceded by a numeral which is the same as that in the referencecharacter for the corresponding polar control relay.

Line relay repeater relays are provided, one for each neutral linerelay. Each line relay repeater relay is designated by the referencecharacter BPA preceded by a prefix which is the same as that in thereference character for the corresponding neutral line relay, and iscontrolled by a front contact of the corresponding neutral line relay.

The polar control relays and the neutral line relays are all connectedin series in a traflic control circuit which includes front contacts oftrack relays HR and STR and front contacts of time locking stick relays2A8 and 4A8. This circuit may at times include front contacts of homesignal relays which are designated by the reference character HRpreceded by a distinguishing prefix, front contacts of traffic controlrelays which are designated by the reference character FP preceded by adistinguishing prefix, and front contacts of the line relay repeaterrelays.

The polar control relays and neutral line relays in the traffic controlcircuit are energized by current of normal or reverse polaritycontrolled by a master polar relay, designated by the referencecharacter FSR, which is in turn controlled by pole-changing contacts oftrafiic lever FV. Under some conditions, the master polar relay FSRcould be omitted, and energization of the polar control relays andneutral line relays by current of normal or reverse polarity could thenbe controlled directly by pole-changing contacts of trafiic lever FV.

Each of the polar control relays FR, When energized by current of normalor reverse polarity, controls an eastbound or a westbound trafliccontrol relay, respectively, designated by the reference characters EFPand WFP, respectively, preceded by a distinguishing numeral.

Code transmitting devices, each designated by the reference characterCT, preceded by the reference character 75 or 180, may be of a typehaving a contact which, while the corresponding code transmitting deviceCT is energized, will open and close at a frequency of 75 or 180 timesper minute, respectively. Each of the code transmitting devices CT isconnected directly across the terminals of a suitable source of current,and therefore its contact is being repeatedly opened and closed at thefrequency of 75 or 180 times per minute, as designated by the referencecharacter of the corresponding device CT.

A decoding transformer, located at the west end and designated by thereference character 2T, has a primary winding m which is normallydeenergized but becomes energized by pulses of current of alternatelyone polarity or the other controlled by relay ZRTR.

A home signal relay, designated by the reference character ZRHR, forsignal RAZ, is normally deenergized, but becomes energized by current ofeither the 75 or the 180 code frequency supplied from secondary windingd of transformer 2T through a rectifying contact 57 of relay ZRTR. Adistant signal relay for signalRA2, designated by the referencecharacter ZRDR, is normally deenergized but becomes energized through adecoding unit, designated by the reference character DU, which is of awell-known type passing only current of the 180 code frequency. Relay2RDR will therefore be operated only while winding m of transformer 2Tis being energized by current of the 180 code frequency.

Decoding transformers, designated by the reference characters ST and 4Tfor signals R3 and LA4, respectively, are normally deenergized butbecome energized similarly to transformer 2T as just described.

Home and distant signal relays, designated by the reference charactersSRHR and SRDR, respectively, for signal R3, and by the referencecharacters 4LHR and 4LDR, respectively, for signal LA4, are operatedsimilarly to relays ZRHR and ZRDR, as already described.

A home signal relay, designated by the reference character 3L-HR,becomes energized in response to operation of relay SLTR by codedcurrent. Each of the relays ZRHR, 3RHR and 4LHR is of a type which isslow to pick up and slow to release. Relay 3LHR is made slow to releaseby an asymmetric unit, designated by the reference character i5,connected in multiple with its control winding.

A suitable source of current such, for example, as a battery, designatedby the reference character 2Q, having terminals designated by thereference characters 213 and 2N, is provided adjacent the west end ofthe stretch of track, and a suitable source of current such, forexample, as a battery, designated by the reference character 4Q, havingterminals designated by the reference characters B'and 4N, is providedadjacent the east end of the stretch of track. A third suitable sourceof current such, for example, as a battery, designated by the referencecharacter 3Q, having terminals designated by the reference characters313 and 3N, is provided adjacent signal R3.

Having described, in general, the arrangement and control of the variousparts of one form of apparatus embodying my invention, I shall nowdescribe the circuits and operation in detail.

As shown in the drawings, each of the track sections 1T, AT, BT and STis unoccupied and relays lTR and STR are energized. Each of the levers2V and 4V is in the normal or n position, and therefore each of thesignals RA2, L2, R4 and LA4 is displaying the red or stop indication.Signal R3 is also displaying the stop indication. Relays 2A8 and 4A8 areenergized so that relays 2TE and 4TE are deenergized. Trafiic controllever FV is in its 11 position, and therefore relay FSR is energized bycurrent of normal polarity. With relay FSR energized by current ofnormal polarity, its polechanging contacts 62 and 76 are closed in thenormal position for energizing the polar control relays ZFR, 3P3 and4FR, and the neutral line relays ZBPR, 3BPR and 4BPR, by current ofnormal polarity. Relays ZEFi, SEFP and 4EFP, and repeater relays 2BPA,3BA, and 4BPA, are therefore also energized. As previously mentioned,each of the code transmitting devices 75CT and ISQCT is constantlyenergized, and is therefore repeatedly closing and opening its contactsalternately at a frequency of 75 or 180 times per minute, respectively.The remaining relays shown, that is, relays ZRTR, 3RTR, ZRHR, SRHR,ZRDR, ZWFP, RAZER, SWFP, SLTR, SLHR,

are deenergized.

in Fig. la, code transmitting device 75CT is connected directly acrossterminals 2B and 2N, and is therefore repeatedly closing and opening itscontact 87 at a frequency of 75 times per minute. In Fig. lb, codetransmitting devices 7SCT and 180CT are connected directly acrossterminals 33 and 3N, and'are therefore repeatedly closing and openingtheir contacts at a frequency of 75 and 180 times, respectively, perminute. In Fig. 1c, code transmitting devices 75CT and 180CT areconnected directly across terminals 43' and 4N, and are'thereforerepeatedly closing andiopening their contactslat a a train.

frequency off/,5 and 1780 times, respectively, per minute.

7 In Fig. la, red lamp R of signal: RAZis shown lighted by a circuitpassing from terminal 23, through the back point of contact 3 of relayRAZER, and lamp R of signal RAZ to terminal 2N- T be red lamps ofsignalsL2, R4 and LA4 are also lighted by circuits which are similar to thecircuits just traced for signal RA2.

In Fig. lb, red lamp R of signal R3 is shown lighted by a circuitpassing from terminal 3B, through the-front point of contact '13, ofrelay 3EFP, back point of contact 14 of relay SRHR, and lamp R' ofsignal R3 to terminal As shown in'Fig. la, relay 2A5 is energized bytastick 'circuit passing from terminal 2B, through contact 16 of answer.

plete a circuit for energizing primary winding'm of trans passingQfromterminal 213, through contact 26 of lever FV, windingof relay FSR,tandcontact 27 of lever FV to terminal 2N. Relays ZBPR, ZFR, BFR, 3BPR, 4FRand 4BPR are therefore energized by current'of normal polarity in acircuit which will be traced later. The polar contacts of each of therelayslFR, 3FR and -t-FR are therefore closed in the normal position.

With relay ZBPR energized, relay 2BPA is energized by an obvious circuitpassing from terminal 2B, through contact 160 of relay ZBPR, and thewinding of relay ZBPA to terminal 2N. Each of the relays SBPA and 4BPAis energized by a similar circuit including contact 100 of relays SBPRand 4BPR, respectively. 7

With contact 30 of relay 4FR closed in, the normal position, relay 4EFPis energized. by both a pickup and a stick circuit, the pickup circuitpassing from terminal 4B, through contact 39 of relay 4FR closed inthe'normal jposition, contacts 31 and 32 of relays 4A8 and STR,

respectively, contact 34 of relay 4WFP, and the winding of relay 4EFP toterminal 4N. The stick circuit is the same as the pickup circuit justtraced except that it includes'contact 33tof relay 4EFP instead ofcontacts 31' and 32 of relays 4A8 and STR.

With contact 44 of relay 31 R closed in the normal position, relay 3EFPis energized by a stick circuit passing from terminal 3B, throughcontact 44 of relay 31 R in the normal position, contact 46 of'relay3EFPQcontact 4770f relay 3WFP, and the winding of relay SEFP' toterminal 3N.

With the polar contact 58 of relay 2FR closed in the normal position,relay ZEFP is energized by' a stick circuit passing from terminal 2B,through contact 58. of

relay 21 R in its normal position, contacts 60 and 61 of relays ZEFP andZWFP, respectively, and the winding of relay ZEFP to terminal 2N. 7

Each of the relays BF? and WFP is of the slow release type. V

The circuit by which the BPR and FR relays are energizedtby current ofnormal polarity passes from terminal 2B, through. contact 62 ofrelaytFSR closed in the normal position, contacts 63 and 64 of relays1TB and 2A8, respectively, windings of relays ZBPR and ZFR, from pointof. contact 65 of relay ZBPA, front point of contact of relay SBPA,windingstof relays 3FR and 3BPR, front point of contact 73 of relay 4BPAin multiple with contact 71 of relay 4EFP, windings of relays 4FR and4BPR, contacts 74 and 75 of relays dAS and STR, respectively, andcontact 76 of relay FSR' closed in the normal position, to terminal 2N.

V I shall assume that a leverman moves lever 2V toithe position in orderto clear signal RAZ for an eastbound 7 When the leverman moves lever 2Vaway from its nposition toward the r position, contact l of lever 2Vwill become opened, thereby deenergizingrelay 2A5.

Upon: deenergizationaof Irelayt 2A8, contact 6 4 of this Q 76 relay willopen thetcircuit previously traced for the BPR and FR relays, causingthese relays to become deenergized. The deenergiza'tion of the BPRrelays, with the. resulting opening of their contacts causesttheassociatedlrepeater relays BPA to also be deenergized, Each BPArelay,upon becoming deenergized, completes a shunt circuit around the windingof the corresponding polar relay FR. For example, closing of backcontact '65'of relay ZBPA. shunts the winding of relay ZFR. Backcontacts 70' and 73 of relaysBBPA and 4BA, respectively, provide similarshunting circuits for the windings of relays 31 R andg iFR. These shuntcircuits prevent the operation. or reversal of the contacts of thepolar'relays due to foreign current or spurious surges in the linecircuit While asignal. is cleared or while a train; is traversing thestretch of track; This feature is more fully explained and is claimedin. the 00-,

pending application. for Letters Patent .cf the United States, SerialNo. 314,843, by John M. Pelikan, filedOctober 15, 1952, for'RailwayTrat'lfic Controlling Apparatus. Relay 4BPR, upon becomingdeenergized, will com former 4LT, this circuit passing from terminalB)(, throughcontact 1%) of relay dBPR, contact35 of code transmitting"device 'ZSQT, back point of contact 37 of relay 4RER,.

front point of contact 38 of relay EFP, winding m: of transformer 4LT,and the. front point of contact 39of relay 4EFP to te-rminalNXrAlternating current, coded at the frequency of 75 times per minute, istherefore sup pliedtby winding :1 of. transformer 4LT over the rails; ofsection BT to winding d or" transformer SRT. a

With transformer 3RT thus-energized,. relay SRTR' is energized bycircuit means including winding m of transformer BRT, back point ofcontact 41 of relay 3WFP',

reverse polarity alternately. The circuit by which the pulses of normalpolarity are supplied to winding m of transformer 3T passes fromterminal 33,, through the front point of contact 42 of relay SRTR, andthe middle portion of winding m of transformer 3T to terminal 3N. Thecircuit by which the pulses of reverse polarity are sup-t pliedrtowinding mtof transformer 31" passes from terminal 38, through the backpoint'of contact 42 of relay 3RTR,

andthe lowest portion of winding. m of transformer 31,

as shown in the drawing, to terminal 3N.

Relay 3RI-IR is therefore energizedby-current passing fr-om'winding d oftransformer 3T through a rectifying contact 43 of relay ERTR. WithWinding m of'transformer 3T energized by pu'lses'of current of normaland reversepolarities at the frequency of- 75' times per minute,

relay SRDR will not bet energized, since current-of this frequencycannot pass through the corresponding decoding unit ISIEDU. With relays.SEFP and BERHR energized and relay 3RDR deenergized, lamp Y of signal R3is lighted by, a circuit passing from terminal 3B, through the frontpoint of contact 13 of relay SEFP, front point of contact of relay 3RHR,back point of contact 15- of relay 3RDR, and lamp Y of signalRS toterminal 3N.

With contact 4 of relay 31 R closed in the normal position, and withrelay ERHR' energized, a pickup circuit will be: completed for relay35?? which is, however, al-

ready energized by its stick circuit previously traced. The pickupscircuit for relay 3151 passes from terminal 33, through contact it-ofrelay SFR closed in the normal position, contact 45 of relay 3Ri-ER,contact -"i'7 of relay 3WFP, and the winding of relay 35?? to terminalSNL With relays ERHR and BEPP energized and relay 3BPR deenergized,winding m of transformer3LT will'be ener; gized by alternating currentcoded at the-frequency of times-per'minute in-acircuit passing fromterminal X, through the, front point-of; contact 43015 relay BEFP,winding: m; of transfbrmertSLT, front point of'-cont-act. 49

of relay SEEP, contact '50 of code transmitting device 180CT, frontpoint of contact 53 of relay 3RHR, and contact 191 of relay 3BPR toterminal NX. Alternating current, coded at the frequency of 180 timesper minute, is therefore supplied from winding d of transformer 3LT overthe rails of section AT to Winding d of transformer ZRT.

Relay ZRTR is therefore energized by a circuit including winding m oftransformer ZRT, the back point of contact 55 of relay ZWFP, rectifier2R1, winding of relay ZRTR, and the back point of contact 54 of relayZWFP. With relay ZRTR thus energized 'by current coded at the frequencyof 180 times per minute, winding m of transformer 2T is energized bycurrent of normal and reverse polarity alternately at the frequency of180 times per minute. Both relays ZRHR and ZRDR are therefore energized.

With relay ZRHR energized, a pickup circuit will now be completed forrelay ZEFP which is, however, already energized by its stick circuit.The pickup circuit for relay ZEFP passes from terminal 2B, throughcontact 58 of relay ZFR closed in the normal position, contact 59 ofrelay ZRHR, contact 61 of relay ZWFP, and the Winding of relay ZEFP toterminal 2N.

With relay ZRHR now energized while lever 2V is in the r posittion,relay RAZER will become energized by a circuit passing from terminal 23,through contact 77 of lever 2V, contacts 78 and 79 of relays lTR andZFR, respectively, contact it of relay 2Ri-IR, and the Winding of relayRAZER to terminal 2N. With relay RAZER energized, contact 8 of thisrelay will become open, at its back point, thereby extinguishing lamp Rof signal RA2, and will become closed at its front point, therebycompleting a circuit for lighting green lamp G of signal RAZ, thiscircuit passing from terminal 2B, through the front point of contact 8of relay RAZER, front point of con-' tact 9 of relay ZRDR, and lamp G ofsignal RAZ to terminal 2N.

I shall assume further that, before the eastbound train passes signalRAZ, the leverman decides to stop the train at this signal. He willtherefore return lever 2V to its n position, thereby deenergizing relayRAZER and thus causing green lamp G of signal RA2 to become extinguishedand lamp R of this signal to again be lighted. With lever 2V again inits n position and relay RAZER deenergized, an energizing circuit willbe completed for time element relay 2TB, this circuit passing fromterminal 23, through contact 16 of lever 2V, contact 17 of relay RAZER,back point of contact 18 of relay 2A8, and relay 2TB to terminal 2N.

Upon the lapse of a measured period of time, relay 2TB will close itsfront contact 19, thereby completing a pickup circuit for relay 2A8,this circuit passing from terminal 23, through contact 16 of lever 2V,contact 17 of relay RAZER, contact 19 of relay 2TB, and the winding ofrelay 2AS to terminal 2N. Relay 2AS, upon becoming energized by itspickup circuit, will again complete its stick circuit previously traced,and will also complete, at its contact 64, a circuit for energizing theBPR relays. This circuit for the BPR relays passes from terminal 2B,through contact 62 of relay FSR closed in the normal position, contacts63 and 64 of relays 1TR and ZAS, respectively, winding of relay ZBPR,winding of relay ZFR in multiple with a shunt path through the backpoint of contact 65 of relay ZBPA, contact 66 of relay ZRHR, contact 63of relay SRHR, winding of relay SFR in multiple with a shunt paththrough the back point of contact 7e of relay SBPA, winding of relay3BPR, contact 71 of relay 4EFP, winding of relay 4FR in multiple with ashunt path through the back point of contact 73 of relay 4BPA, Windingof relay 4BPR, contacts 74 and 75 of relays 4A5 and TR, respectively,and cont-act 76 of relay FSR closed in the normal position to terminal2N.

With the BPR relays again energized, contact 101 of each of the 'relays3BPR and 4BPR willcpen the eastbound track circuits previously tracedfor sections AT and BT, respectively, causing these track circuits to become deenergized. Relays SRHR, ZRHR and ZRDR will therefore also in turnbecome deenergized. With the BPR relays again energized, the EPA relayswill in turn also again become energized by their circuits previouslydescribed. The back points of the EPA relays will then become opened inthe shunt paths around the windings of the FR relays which willtherefore become energized. The front points of the contacts of the EPArelays will become closed before contacts 66 and 68 of relays ZRHR andSRHR become opened. The BPR and FR relays will then be energized by thecircuit first traced for these relays.

I shall assume that the leverman later decides to again clear signal RAZfor the eastbound train. He will therefore again move lever 2V to its rposition, causing relay 2AS to again become deenergized and therebyopen, at its contact 64, the traffic direction control "circuitarrangement including the PR and BPR relays. The BPR relays willtherefore again be deenergized, and the eastbound track circuits forsections AT and BT will again become energized as previously described,and lamp Y of signal R3 will again become lighted. Lamp G of signal RA2will also again become lighted, as previously described.

When the eastbound train enters section 1T, deenergizing relay lTR,contact 78 of this relay will open the circuit previously traced forrelay RAZER, causing relay RAZER to become deenergized. Lamp G of signalRA2 will therefore be extinguished and lamp R will again be lighted.When relay ITR becomes deenergized, its contact *63 opens the circuitfor the BPR and FR relays at another point.

If, now, while the train is on section 1T, the leverm-an returns lever2V to its n position, relay 2A5 will become energized by a second pickupcircuit, this circuit passing from terminal 2B, through contact 16 oflever 2V, contact 17 of relay RAZER, contact 20 of relay lTR, and theWinding of relay ZAS to terminal 2N. With relay ZAS again energized, itscontact 64 will be closed in the circuit for the BPR relays, but thiscircuit will still be open at contact 63 of relay lTR.

If it is decided 'to permit the eastbound train to con tinue itsmovement past signal R4 at the east end of the stretch, a leverman willmove lever 4V to its 1' position, thereby completing a circuit forenergizing relay RER, this circuit passing from terminal 43, throughcontact 81 of lever 4V, contact 82 of relay STR, and the winding ofrelay 4RER to terminal 4N. With relay 4RER thus energized, its contact12 will open the circuit for the red lamp R of signal R4, and, at itsfront point, will complete a circuit for lighting either lamp Y or lampG of this signal, according to traffic conditions in advance, asindicated by the dotted portion of the circuits controlled by the frontpoint of contact 12 of relay RER.

With relay 4RER energized, alternating current, coded at the frequencyof times per minute will be supplied to winding m of transformer 4LTover a circuit passing from terminal BX, through contact 101 of relay4BPR, contact 36 of code transmitting device ISGCT, front point ofcont-act 37 of relay 4RER, front point of contact 38 of relay 4EFP,winding m of transformer 4LT, and the front point of contact 39 of relay4EFP to terminal NX. Winding a of transformer 4LT will therefore supplyalternating current, coded at the frequency of 180 times per minute, tothe rails of section ET, for energizing winding d of transformer 3R1.

Relay SRTR will therefore now be energized by current coded at thefrequency of 180 times per minute, so that winding m of transformer 3Twill now be energized by current of normal and reverse polarityalternately at the frequency of 180 times per minute. Relay 3RHR willtherefore be energized as before, and, in addition, relay 3RDR will beenergized by current of the 180 code frequency passing through thedecoding unit 1'80DU. When relay SRDR becomes energized, its contact 15will open,

at its back point, thereby extinguishing lamp Y of signal R3, and willbecome closed at its front point, thereby completing a circuit 'forlighting lamp G of signal R3, this circuit passing from terminal 3B,through the front point of contact 13 of relay SEFP, front point ofcontact 14 of relay SRHR, front point of contact 15 of relay BRDR,

and lamp G of signal R3 to terminal 3N.

come deenergized; Relay ZRHR, upon becoming dee-ner-' gized, opens thepickup circuit for relay ZEFP, which, however, remains energized by itsstick circuit. When relay ZRHR becomes deenergized, its contact 89 opensthe circuit for relay RAZER :at another point, and its contact 66 alsoopens the circuit for relays BPR and FR at another point.

With the circuit for relays BPR and open, and therein turn;

fore deenergized, relays EPA will also be deenergized,

because contact 1% of e ch of the BPR relays will be open. Contacts 65,7t) and 73 of relays ZBPA, SBPA and dBPA', respectively, will be open attheir front points in the circuits for the BPR and FR relays and theback points of these contacts will be closed in the shunt paths aroundthe windings of relays ZFR, 3FR and iFR, respectively. a

When the train leaves section 1T, relay lTR will become energized,thereby opening its contact 28in the second pickup circuit traced forrelay 2A3 which will then remain energized by its stick circuit. Contact78 of relay lTR will now again be closed in the circui-t for relayRAZER, and cont-act 63 of relay lTKwillragain be closed in the circuitfor the BPR and FR relays.

When the train enters section BT, winding d of transformer 3R1 willbecome deenergized, causing relay SRTR to become deenergized,;and inturn causing; transformer ST and relays 3RHR and 3RDR to'also bedeenergized.

The pickup circuit for relay 3EFP will now be open at I contact 45 ofrelay 3RHR, but relay 3EFP will remain energized by its stick circuit, 7

; When relay 3RHR becomes deenergized, its contact 68 will open thecircuit for the BPR and FR relays at anotherpoint, and its contact 53will open, at its front point, the

circuit previously traced for energizing winding m of trans former 3LTby current coded at the frequency of 180 times per minute A circuit willnow be completed for.

energizing winding m of transformer 3LT by current coded at thefrequency of 75 times per minute, this circuit passing from terminal BX,through the front point of contact 48 of relay SEFP, winding m oftransformer 3LT, from point of contact 49 of relay 3EFP, contact 51 ofcode transmitter 75CT, back point of contact 52 of relay 3LHR,

back point of contact 53 of relay 3RHR, and contact 101' of relay 3BPRto terminal NX. When relay SRHR becomesdeenergized, its contact 14 willopen, at its front point, the circuit previously traced for lamp G ofsignal R3, causing this lamp to be extinguished, and will com- V pletethe circuit previously traced for lighting lamp R of signal R3. 7 7

When the train leaves section AT, winding d of transformer ZRT willbecome energized by current coded at the frequency of 75 times perminute, causing relay ZRT R to in turn become energized by currentcodedat this frequency. Relay ZRHR will therefore again be energized,

but relay ZRDR will remain deenergized. With relay ZRHR energized, thepickup circuitfor relay ZEFP will again become closed at contact 59 ofrelay IZRHR.

iAlso with relay ZRHR again energized, its contact 66 will again beclosed in the circuit for relays BPR and PR,

and Contact an of relay ZRH-R will'again be closed in'the V circuittraced for relay RAZER.

If desired; the leverm-an can now control signal RA2 i circuitpreviously traced. With relay RAZER again energized, while relay ZRDR isdeenergized, a circuit will be completed for lighting yellow lamp Y ofsignal RA2, this circuit passing from terminal 23, through the frontpoint of contact 8 of relay RAZER, back point of contact 9 of relayZRDR, and, lamp Y of signal RA2 to terminal 2N. When the first eastboundtrain enters section 5T, relay ST-R will become deenergized, causingrelay dRER to become.deenergized,and in turn causing lamp G or lamp Y ofsignal R4 'to be extinguished, and lamp R of this sig- 7 ual to again belighted. Contact 75 of relay STR will now be open in the circuit for theBPR andFR relays. The

pickup circuit traced for relay'4EFPjwill be opened at. contact 32 ofrelay STR, but relay 4EFP will remain energized by its stick circuitpreviously traced. With relay dRER again deenergized, winding m oftransformer 4LT will be supplied with current coded at the frequency of75 times per minute, as previously described.

When-the first eastbound train leaves section BT, winding a oftransformer 3RT will again be energized by current coded at thefrequency of 75 times per minute, causing relay SRTR to in turn becomeenergized by current coded at this frequency, so that transformer3T-arid relay ZrRHR will also be energized, but relay SRDR will notbecome energized. Red lamp R of signal R3 will now be extinguishedbecause of the opening of Contact 14 of relay SRHR at its back point,and the yellow lamp Y of this signal'will again become lighted by thecircuit'p'reviously traced.

When both eastbound trains'have proceeded beyond signalLAd, and haveleft section 51, the circuit previously traced for energizing the BPRrelays will be completed, including the back points of contacts 65, 7t)and '73 of relays ZBPA, SBPA and 4BPA, respectively, in shunt pathsaround the windings of relays ZFR, BER and 4FR,-respec- 'tively, andincluding contacts 66 aud os of relay-s ZRHR and 3RHR, respectively. TheBPR relays,- upon again be- 7 coming energized, will complete thecircuits'forenergizing-the corresponding BPA relays, causing theserelays 'to- 7 also become energized. Relays ZBF'A, 3BPA and 431 A, uponbecoming energized, will open their contacts 65, 7t) and 73respectively, at 'their'back points, and will again close these contactsat their front points, so thatrelays ZPR, SFR and 4FR will again beenergized by the circuit first traced for the PBR and FR relays. Allparts of the apparatus will then again be in' the conditionshown in thedrawings.

I shall next assume that a westbound train is'to move" over the stretchof track shown in the drawings. A lever man will therefore move lever FVto its'r position, causing relay FSR to become energized by current ofreverse polarity passingfrom terminal 28, through contact 23 of leverFwfljwinding of relay FSR, and contact 2%, of

lever FV to terminal 2N. Contacts 62 and 76 of relay FSR will thereforebe moved to the reverse position.

While these contacts are moving from the normal to the move quicklyenough between their extreme positions, the

front points of the cont-acts of the EPA relays would not become openeven if the EPA relays were not of the slow 7 When contacts 62 and 76 ofrelay FSR V reach their reverse positions, a circuit will be completedfor energizing the BPR and FR relays by current of rerelease type.

verse polarity which is otherwise the same as the circuit first tracedfor energizing the BPR and FR relays through the front points of thecontacts of the EPA relays.

Each of the polar relays ZFR, 31 R and lFR, upon be coming energized bycurrent of reverse polarity, will immediately move its polar contacts tothe reverse position, thereby deenergizing the corresponding EFP relays.However, the release time of the EPA relays is such that their frontcontacts open before the slower acting neutral BPR relays, reenergizedby current of reverse polarity, can reclose their front contacts 159 tohold the EPA relays energized. Thus the tratfic control circuit isinterrupted at front contacts 65, 7t), and 73 of the EPA relays and theBPR and FR relays are again deenergized. The release of each BPA relaycompletes a shunt circuit around the Winding of the associated FR relayto assure that the FR relay remm'ns in its selected position regardlessof transient currents which may appear in the line circuit. Ashereinbefore discussed, this matter is fully explained in the copendingPelikan application Serial No. 314,843.

A pickup circuit will now be completed for energizing relay ZWFP, thiscircuit passing from terminal 2B, through contact 58 of relay ZPR closedin the reverse position, contacts 33 and 84 of relays ZAS and lTR,respectively, contact 85 of relay ZEFP, and the winding of relay ZWFP toterminal 2N. Relay ZWFP, upon becoming energized by its pickup circuit,will complete its stick circuit, which is the same as the pickup circuitjust traced except that it includes contact 86 of relay ZWFP instead ofcontacts 83 and 84 of relays 2A5 and HR, respectively.

With relay ZBPR deenergized and relay ZWFP energized, winding m oftransformer ZRT will be energized by current coded at the frequency of75 times per minute supplied to a circuit passing from terminal BX,through contact 161 of relay ZBPR, contact 87 of code transmittingdevice 7SCT, front point of contact 54 of relay ZWFZ, winding m oftransformer ZRT, and the front point of contact 55 of relay ZWFP toterminal NX. Winding d of transformer 3LT Will therefore now beenergized by current coded at the frequency of 75 times per minute andsupplied over the rails of section AT from winding (1 of transformerZRT.

A circuit will now be completed for energizing relay 3LTR from Winding mof transformer 3LT, this circuit including winding m of transformer 3LT,back point of contact 49 of relay 3EFP, rectifier 3L1, winding of relay3LTR, and the back point of contact 48 of relay 3EFP. Relay SLTR willtherefore now be periodically energized at a frequency of '75 times perminute, causing contact 88 of relay 3LTR to be closed at its front andback points alternately.

Each time contact 88 of relay 3LTR becomes closed at its back point, acircuit will be completed for charging an energy storing device,esignated by the reference character 2, this circuit passing fromterminal 33, through the back point of contact 88 of relay 3LTR, energystoring device e, and a resistor t to terminal 3N. Each time contact 38of relay SLTR becomes closed at its front point, the energy storingdevice e will discharge through the winding of relay 3LHR, the circuitpassing from device e, through the front point of contact 88 of relaySLTR, winding of relay SLHR, and resistor 1 back to device e. Relay 3LHRis made slow releasing by an asymmetric unit i5 connected in multiplewith its control winding, and therefore its front contacts 52, 69 and 89will remain closed while contact 88 of relay 3LTR is being closedalternately at its front and back points.

A pickup circuit will now be completed for relay SWFP, passing fromterminal 3B, through contact 44 of relay 3FR closed in the reverseposition, contact 89 of relay ELI-1R, contact 91 of relay SEFP, and theWinding of relay 3WFP to terminal 3N. Relay 3WFP, upon becomingenergized, will complete its stick circuit, which is the same as thepickup circuit just traced except that it in- 14 cludes contact 99 ofrelay 3WFP instead of contact 89 of relay BLHR.

A circuit will then be completed for energizing winding m of transformer3RT by current coded at the frequency of 180 times per minute, thiscircuit passing from terminal BX, through the front point of contact 40of relay SWFP, winding m of transformer 3R1, front point of contact 41of relay 3WFP, contact 50 of code transmitting device 18001, front pointof contact 52 of relay SLHR, back point of contact 53 of relay SRHR, andcontact 101 of relay ZvBFR to terminal NX. Current coded at thefrequency of 180 times per minute will therefore now be supplied fromwinding d of transformer 3RT over the rails of section BT, to Winding dof transformer 4LT.

Relay 4LTR will be energized by current coded at the frequency of 180times per minute in a circuit'which includes winding m of transformer4LT, back point of contact 59 of relay 4EFP, rectifier 4L1, winding ofrelay 4LTR, and the back point of contact 38 of relay 4EFP. Transformer4? and relays 4LHR and LDR will therefore now be energized throughcontacts 92 and 93 of relay 4LTR while being repeatedly closed at theirfront and back points alternately at the frequency of 180 timesperminute.

With relay 4LHR energized, a pickup circuit will be completed for relay4WFP, this circuit passing from terminal 413, through contact 39 ofrelay 4FR closed in the reverse position, contact 94 of relay 4LHR,contact 96 of relay 4EFP, and the winding of relay 4WFP to terminal 4N.Relay SWFP, upon becoming energized by its pickup circuit, will completeits stick circuit, which is the same as the pickup circuit just tracedexcept that it includes contact of relay 4WFP instead of contact 94 ofrelay 4LHR.

With relay 4LHR energized, the trafiic control circuit is once againcompleted and the relays BPR energized. T he circuit is traced fromterminal 213 through contact 76 of relay FSR closed in its reverseposition, contacts 75 and 74 of relays STR and 4A8, respectively, thewinding of relay iBPR, back contact 73 of relay 4BPA in multiple withthe winding of relay 41 R, contact 72 of relay 4LHR, the winding ofrelay SBPR, back contact 70 of relay EBPA in multiple with the windingof relay SFR, contact 69 of relay SLHR, contact 67 of relay ZWFP, backcontact 65 of relay 2BPA in multiple with the winding of relay ZFR, thewinding of relay ZBPR, contacts 64 and 63 of relays 2A8 and HR,respectively, and contact 62 of relay FSR closed in its reverseposition, to terminal 2N. The BPR relays are thus energized, and closetheir contacts 100 to reenergize the EPA relays. When the EPA relaysopen their back contacts, the shunts are removed from the winding of theFR relays which are then energized with current of reverse polarity.Since the contacts of these relays already are closed in the reverseposition, no further action occurs.

The opening of back contacts 101 of the BPR relays deenergizes the trackcircuits. However, since relays dLHR and LHR are of the slow releasetype, the open- 1ng of contacts 69 and 72, respectively, in the trafficcontrol circuit is sufficiently delayed that front contacts 70 and 73 ofrelays 3BPA and 4BPA, respectively, are closed in time to maintain theBPR and FR relays energized. Front contact 65 of relay ZBPA, whenclosed, is in multiple with contact 67 of relay ZWFP. Thus, at this timethe traflic control circuit is so energized as to permit a Westwardtrain movement if desired.

I shall now assume that a leverman or dispatcher moves lever 4V to the fposition to initiate the clearing of signal LA4 for a westbound trafiicmovement. Contact 21 of lever %V will therefore open the circuits forrelay 4A8, causing relay 4A8 to be deenergized. With relay 4A8deenergized, its contact 74 will open the trafiic direction controlcircuit including the BPR and FR relays, causing these relays to bedeenergized. With the BPR relays *deenergized, and the WFP relaysenergized, the

tion, the trafiic control circuit will not be reenergized at the end ofthe reversal of traific; but rather the track circuits will remainenergized and the signal LA4 will immediately clear, as described in thesucceeding paragraph. l l

With lever 4V Occupying its position, and relay 4LHR energized, acircuit is completed to energize relay LA4ER; This circuit is tracedfrom terminal 43 through contact 97 of lever 4V, contact 98 of relay 41R, contact 99 of relay 4LHR, and the winding of relay LA4ER to terminal4N. Signal LA4 will now be controlled to display a green or clearproceed indication for westbound trafiic. The circuit for lighting lampG is traced from terminal 433 through the front points of contacts 14and" 11 of relays LA4ER and 4LDR, respectively, and lamp G to terminal4N. i 7

Although I have herein shown and described only one form of apparatusembodying my invention, it is understood that various changes andmodifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention. l t

, Having thus described my invention, what I claim is: 1. In railwaytrafiic controlling apparatus embodying traific governing'rneans fordirecting trafiic movements in both directions over a given stretch ofrailway track, including a normally energized traffic direction controlcircuit which is manually controlled at only one location to establishtrafiic direction, the combination comprising, first manuallycontrollable means operable for initiating the control of said trafiicgoverning means for governing traffic movements in a given directionover said given stretch of track, second manually controllable meansoperable for initiating the control of said trafiic governing means forgoverningtraffic movements in the opposite or second direction over saidgiven stretch of track, means controlled by'operation of each of saidfirst and secondmanually controllable means for deenergizing If thelever 4V is moved to its position said traflic direction controlcircuit, traflic responsive means for said given stretch of track, meanscontrolled by said tran c direction control circuit upon becomingdeenergized for effecting energization of said traflic responsivetmeans,said trafiic responsive means then becoming deenergized in response totrafi'ic movements on said stretch of track, and means controlled byoperation of said manually controllable means and by said trafiicresponsive means upon becoming energized in response to operation ofsaid first or said second manually controllable means'for ehectingoperation of said trafiic governing'mean's for directing trafiicmovements in said first or second direction respectively over said givenstretch of track.

In railway trafiic controlling apparatus embodying traffic governingmeans for directing trafi'ic movements in both directions over a givenstretch of railwaytrack;

including'a traflic direction control circuit which is normallyenergized by current of a given polarity or of the opposite polarity,the polarity being manually controlled at only one selected location,the combination comprising, first manually controllable means operablefor initiating the control of said trafiic governing means for governingtrafiic movements in a given direction over said given stretch of track,second manually controllable means operable for initiating the controlof said traffic govern- 7 ing means for governing traffic movements inthe op posite or second direction over said given stretch of track,means controlled by operation of each of said first and-second manuallycontrollable means for deenergizing said traflic direction controlcircuit, trafiic responsive means for said given stretch of track, meanscontrolled 7 1-6 by said :traflic direction control circuit uponbecoming deenergized for effecting energization of said trafiicresponsive means, said traflic responsive means then becomingdeenergized in response to trafi'ic movements on said stretch of track,means controlled by said trailic responsive means for thenretaining saidtrafiic direction control circuit deenergized while sm'd stretch oftrack is,

occupied, and means controlled by operation of said manuallycontrollable means and by said'trafiic responsive means upon becomingenergized in response to operation of said first or said second manuallycontrollable means for effecting operation of said traflic governingmeans for directing trafiic movements in said first or second directionrespectively over said given stretch of track. 7 t t 3. In railwaytrafiic controlling apparatus for a stretch of railway track which isdivided into a plurality of sections and is provided with a plurality oftrafiic governing evices spaced consecutively along said s-tretchlforgoverning trafiic movements in a first'dir'ection and in the opposite orsecond direction, embodying a plurality of polar control relaysconnected in series in a traffic direction control circuit, each of saidrelays having polar contacts which when the corresponding relay becomesdeenergized remain closed in a normal or a' reverse position to whichthey were last opera-ted in response to current of normal or reversepolarity respectively, in which energization of said trafiic controlcircuit including said polar control relays connected in series bycurrent of normal and reverse polarities is manually'controllable, inwhich trafiic responsive means is provided for each of said'tracksections,

in which energization of said trafiic responsive means for each of givensections for a given direction of trafiic movements is controlled bycontacts of said polar control relays when closed in the normal positionand energization of said traffic responsive means'for the oppositedirection of trafiic movements is controlled by contacts of said polarcontrol relays when closed in the rever-seposition, in which saidtraffic control circuit includes contact means controlled by saidtratfic responsive means and closed only while said traffic responsivemeans is ener-t gized, said traiiic'responsive means becomingdeenergized in response to occupancy of said stretch of track by atrain, and in which each of said tralfic governing devices is controlledby corresponding said trafiic responsive means and by'manually operablemeans, the combination comprising, a plurality of neutral line relaysone adjacent each of said polar control relays connected in series withsaid polar' control relays and said contact means controlled by saidtraific responsive means in said trafiic control circuit, meanscontrolled by said manually operable means when said manually operablemeans is manipulated for controlling said trafiic governing devices fordeenergizing said trailic control circuit, and back contacts of saidneutral line relays included in the means for energizing said tratficresponsive means.

4. in railway traffic controlling apparatus for a stretch of railwaytrack which is divided into a plurality of sect-ions and is providedwith a plurality of trafiic governing devices spaced consecutively alongsaid stretch for governing traflic movements in a first direction and inthe opposite or second direction, embodying a plurality of polar controlrelays connected in series in a trafiic direction control circuit, eachof said relays having polar contacts which when the corresponding relaybecomes deenergized remain closed in a normal or a reverse position towhich they were last operated in response to current of normal orreverse polarity respectively, in which energization of c each of givensections for a given direction of traffic movements is con-trolled bycontacts of said polar control 17 relays when closed in the normalposition and energiza tion of said traflic responsive means for theopposite direction of traflic movements controlled by contacts of saidpolar control relays when closed in the reverse position, in which saidtraflic direction control circuit includes contact means controlled 'bysaid trafiic responsive means and closed only while said traflicresponsive means is energized, said traffic responsive means becomingdeenergized in response to occupancy of said stretch of track by atrain, and in which each of said trafiic governing devices is controlledby corresponding said traffic responsive means and by manually operablemeans, the combination comprising, a plurality of neutral line relaysone adjacent each of said polar control relays connected in series withsaid polar control relays and said contact means controlled by saidtr-afiic responsive means in said trafiic control circuit, meanscontrolled by said manually operable means when said manually operablemeans is manipulated for controlling said trafliic governing devices fordeenergizing said traffic control circuit, back contacts of said neutralline relays included in the means for energizing said trafiic responsivemeans, a plurality of line relay repeater relays one for each of saidneutral line relays, means controlled by a front contact of each of saidneutral line relays for energizing the corresponding line relay repeaterrelay, and front contacts of said line relay repeater relays connectedin multiple with said contact means controlled by said trafiicresponsive means in said traflic control circuit.

5. In railway traffic controlling apparatus for a stretch of railwaytrack which is divided into a plurality of sections and is provided witha plurality of traffic governing devices spaced along said stretch forgoverning traflic movements in a first direction and in the opposite orsecond direction, embodying a plurality of polar control relaysconnected in series in a trafiic control circuit, each of said relayshaving polar contacts which when the corresponding relay becomesdeenergized remain closed in a normal or a reverse position to whichthey were last operated in response to current of normal or reversepolarity respectively, in which energization of said trafiic controlcircuit including said polar control relays connected in series bycurrent of normal and reverse polarities is manually controllable, inwhich two track circuits are provided for each of given sections one foreach direction of traflic movements, in which energization of each ofthe track circuits for a given direction of trafiic movements iscontrolled by a contact of a corresponding polar control relay whenclosed in the normal position and energization of each of the trackcircuits for the opposite direction of traflic movements is controlledby a contact of a corresponding polar control relay when closed in thereverse position, in which said trafl'ic control circuit includescontact means controlled by said track circuits and closed only whilesaid track circuits are energized, and in which each of said trafiicgoverning devices is controlled by a corresponding one of said trackcircuits, the combination comprising, a plurality of neutral line relaysone for each of said polar control relays connected in series with saidpolar control relays and said track circuit controlled contact means insaid trafiic control circuit, a back contact of each of said neutralline relays included in the control means for a corresponding one ofsaid track circuits, a line relay repeater relay for each of saidneutral line relays each controlled by a front contact of thecorresponding neutral line relay, and front contacts of said line relayrepeater relays connected in multiple with said track circuit controlledcontact means in said trafiic control circuit.

6. In railway traffic controlling apparatus for a stretch of railwaytrack which is divided into a plurality of sections, embodying aplurality of polar control relays connected in series in a trafdccontrol circuit, in which energization of said traific control circuitincluding said polar control relays connected in series by current ofnormal and reverse polarities is manually controllable,

in which two track circuits are provided for each of given sections onefor each direction of traflic movements, in which energization of eachof said track circuits for a given direction of trafiic movements iscontrolled by a contact of a corresponding polar control relay whenclosed in the normal position and cnergization of each of said trackcircuits for the opposite direction of traflic movements is controlledby a contact of a corresponding polar control relay when closed in thereverse position, in which said traflic control circuit includes contactmeans controlled by a track circuit for each of said sections and closedonly while the corresponding track circuit is energized, in which manualsignal control devices and said track circuits control trafi'icgoverning means, the combination comprising, a plurality of neutral linerelays one for each of said polar control relays connected in serieswith said polar control relays and said contact means, means controlledby said manual signal control devices upon being operated forcontrolling said tratfic governing means for deenergizing said trafiiccontrol circuit, and contact means controlled by a corresponding neutralline relay and closed when said neutral line relay is deenergized, saidcontact means being included in the control of each of said trackcircuits.

7. In combination, a stretch of railway track divided into sections,trafiic governing means for governing traflic movements in a givendirection and also in the opposite direction over said stretch ofrailway track, a plurality of polar control relays, a plurality ofneutral line relays one for each of said polar control relays, traflicresponsive means for each of said track sections including two trackcircuits for each of given track sections one for each direction oftrafiic movements, trafiic responsive contact means for each of saidsections controlled by said trafiic responsive means and closed inresponse to deenergization of said neutral line relays but becomingopened when the corresponding track section becomes occupied by a train,a trafiic control circuit including said polar control relays, saidneutral line relays, and said trali'lc responsive contact means all inseries; manually controllable means for effecting energization of saidtrafiic control circuit by current of normal and reverse polarities,means controlled by back contacts of said neutral line relays and bynormal and reverse polar contacts of said polar control relays forsetting up the track circuits for said given track sections for trafiicmovements in a normal or a reverse direction respectively, manuallyoperable control means, means controlled by said trafiic responsivemeans and by operation of said manually operable control means forcontrolling said traflic governing means for trafiic movements in saidnormal or said reverse direction according as said normal or reversepolar contacts respectively of said polar control relays are closed, andmeans controlled by operation of said manually operable control meansfor deenergizing said traflic control circuit.

8. In combination, a stretch of railway track, traffic governing meansfor governing trafiic movements in a given direction and also in theopposite direction over said stretch of railway track, a plurality ofpolar control relays, a plurality of neutral line relays one for each ofsaid polar control relays, trafiic responsive contact means for saidstretch of track normally open but becoming closed in response tocontrol by polar contacts of said polar control relays and by contactsclosed in response to the deenergization of said neutral line relays,said trafiic responsive contact means becoming opened in response tooccupancy of said stretch of track by a train, a trafiic control circuitincluding said polar control relays and said neutral line relays andalso at times said traflic responsive contact means all in series,manually controllable means for energizing said traflic control circuitby current of normal and reverse polarities, manually operable controlmeans, means controlled by said manually operable control means and bynormal and reverse polar contacts of said polar control relays forcontrolling said traflic governing means for governing traffic movementsin a first direction or in the opposite direction respectively over saidstretch of track, and means controlled by operation of said manuallyoperable control means for deenergizing said trafiic control circuit 9.In combination, a stretch of railway track, traffic governing means forgoverning traffic movements in a given'dire'ctionand also in theopposite direction over said stretch of railway track, a plurality ofpolar control 1 relays, a plurality of neutral line relays one for eachof said polar control relays, traflic responsive contact means for saidstretch of track normally open but becoining closed in response tocontrol by polar contacts at said polar control-relays and by contactsclosed when said neutral line relays are deenergized, said traflicresponsive contact means becoming opened in response to occupancy ofsaid stretch of track by a train, a normally energized-tratfic controlcircuit including said polar controlrelays, said neutral line relays,andsaid traflic responsive contact means in'series; a line relayrepeater relay for each of said neutral line relays, eachsaid repeaterrelay being, controlled by a front contact of the corresponding neutralline relay, front contacts of said line relay repeater relays connectedin multiple with corresponding said tratfic responsive contact means insaid tratficcontrol circuit, manually controllable means for energizingsaid trafiic control circuit by'current of normal and reversepolarities, manually operabletcontrol means, means controlled by saidmanually operable control means and by said tratfic responsive contactmeans for controlling said trafiic governing means for goverm'ng trafficmovements over said stretch of track, and means controlled by operationof said manually operable control means'for' deenergizing said trafliccontrol circuit. a

References Cited in the file of this patent UNITED STATES PATENTS

